Vehicle and method for controlling the vehicle

ABSTRACT

A vehicle includes an engine for applying a driving force to a vehicle wheel, a speed detector for detecting a driving speed, a slope detector for detecting a slope of a road, an input for receiving a departure command and an arrival command, and a controller, when a route addition mode is selected, acquiring and storing road condition information of a route between a departure time and an arrival time based on a driving speed and a slope of the road, which is detected from when the departure time at which the departure command is received until the arrival time at which the arrival command is received, and the controller, when a route driving mode is selected, controlling driving of the engine based on the stored road condition information of the road.

CROSS-REFERENCE TO RELATED APPLICATION(S)

This application claims the benefit of priority to Korean PatentApplication No. 10-2017-0114561, filed on Sep. 7, 2017 with the KoreanIntellectual Property Office, the entire disclosure of which isincorporated herein by reference.

TECHNICAL FIELD

Embodiments of the present disclosure relate to a vehicle capable ofimproving the fuel efficiency thereof and a method for controlling thesame.

BACKGROUND

A vehicle is a driving apparatus configured to move on the road bydriving vehicle wheels.

The vehicle includes internal combustion engine vehicles that burnpetroleum fuel, e.g., gasoline and diesel to generate a mechanical powerso as to drive using the mechanical power, and environment-friendlyvehicles that drive using electricity to reduce fuel consumption andhazardous gas emission.

The environment-friendly vehicles include electric vehicles providedwith a battery charged by an electric power source and a motor to rotatethe wheels using the electricity stored in the battery and to drivevehicle wheels by using the rotation of the motor, and hybrid vehiclesand hydrogen fuel cell electric vehicles provided with an engine, abattery and a motor to drive the wheels by controlling the mechanicalpower of the engine and the electrical power of the motor.

The hybrid vehicle can drive in the electric vehicle (EV) mode of usingthe power of the motor, or in the hybrid electric vehicle (HEV) mode ofusing the power of the engine and the motor. In addition, the hybridvehicle performs regenerative braking, in which the battery is chargedby recovering braking energy and the inertial energy through generationoperations of the motor when braking or when coasting by the inertia.

As for the battery of the hybrid vehicles, the state of charge (SOC) ofthe battery is variably controlled by the engine operation according tothe driving state. However, the engine operation is flexible and thus itis difficult to immediately apply the driving state to the state ofcharge (SOC) control. Accordingly, there may be difficulties incontrolling the state of charge (SOC) of the vehicle's battery.

The difficulty in the state of charge (SOC) control may be generatedbecause the control of the battery is not flexible in urban area, wherecongestion and traffic signal stop sections induce low efficiency,unlike in the medium and high speed sections having high chargingefficiency, and in the ultra-high speed section having the low chargingefficiency.

Accordingly, as for the battery of the hybrid vehicle, due to the idlecharge, the entrance of the full load, and the frequent exiting of thestate of charge (SOC) normal areas may occur, and thus the fuelefficiency of the engine may be reduced.

SUMMARY

Therefore, it is an aspect of the present disclosure to provide avehicle, during a route driving mode, capable of acquiring roadcondition information related to a predetermined route and controllingdriving of an engine based on the acquired road condition information,and a method for controlling the same.

It is another aspect of the present disclosure to provide a vehicle,during a route addition mode, capable of acquiring road conditioninformation related to a route from a departure time to an arrival time,and acquiring and storing a driving load level for each periodcorresponding to the acquired road condition information for eachperiod, and a method for controlling the same.

It is another aspect of the present disclosure to provide a vehicle,during a route driving mode and a route learning mode, capable ofdetermining whether the vehicle deviates from the route based on acumulative distance deviation for each period and an average speeddeviation for each period, and performing a general driving mode byreleasing the mode, which is currently performed, according to theresult of the determination, and a method for controlling the same.

Additional aspects of the present disclosure will be set forth in partin the description which follows and, in part, will be obvious from thedescription, or may be learned by practice of the present disclosure.

In accordance with one aspect of the present disclosure, a vehicleincludes an engine configured to apply a driving force to a vehiclewheel; a speed detector configured to detect a driving speed; a slopedetector configured to detect a slope of a road; an input configured toreceive a departure command and an arrival command; and a controller,when a route addition mode is selected, configured to acquire and storeroad condition information of a route between a departure time and anarrival time, based on a driving speed and a slope of the road, which isdetected from when the departure time in which the departure command isreceived until the arrival time in which the arrival command isreceived, and the controller, when a route driving mode is selected,configured to control driving of the engine based on the stored roadcondition information of the road.

When the route driving mode is selected, the controller checks thenumber of times of route learning of the route, and when the checkednumber of times of route learning is equal to or less than apredetermined number of times, the controller performs the routelearning mode, and when the checked number of times of route learningexceeds the predetermined number of times, the controller performs theroute driving mode.

When the route addition mode is selected, the controller chronologicallystores the driving speed and the slope between the departure time andthe arrival time, acquires a speed level for each period based on thedriving speed which is chronologically stored, acquires a slope levelfor each period based on the slope which is chronologically stored,acquires and stores a driving load level for each period based on thespeed level for each period and the slope level for each period, andacquires and stores a cumulative distance for each period and an averagespeed for each period based on the driving speed which ischronologically stored.

When the route learning mode is selected, the controller chronologicallystores the driving speed and the slope of the road detected duringdriving, acquires a driving load level based on the driving speed andthe slope of the road which is chronologically stored, and updates thestored driving load level, based on the acquired driving load level.

When the route learning mode is selected, during driving, the controlleracquires a cumulative distance for each period and an average speed foreach period, based on the driving speed which is chronologically stored,and updates the cumulative distance and the average speed, which isstored in a storage, based on the acquired cumulative distance andaverage speed.

When performing the route learning mode, the controller determineswhether the vehicle deviates from the route based on the acquiredcumulative distance for each period and the stored cumulative distancefor each period, and when it is determined that the vehicle deviatesfrom the route, the controller terminates the route learning mode.

When performing the route learning mode, the controller determineswhether the vehicle deviates from the route based on the acquiredaverage speed for each period and the stored average speed for eachperiod, and when it is determined that the vehicle deviates from theroute, the controller terminates the route learning mode.

When performing the route learning mode, the controller determineswhether the vehicle deviates from the route based on at least one of theacquired cumulative distance and average speed for each period and thestored cumulative distance and average speed for each period, and whenit is determined that the vehicle deviates from the route, thecontroller terminates the route learning mode.

The vehicle may further include a motor; a battery configured to supplythe power to the motor; a battery manger configured to manage a state ofcharge of the battery; and a storage configured to store a map matchedwith a feedback compensation factor in which a difference in a chargeamount corresponds to the driving load level. The controller sets atarget state of charge based on the stored driving load level for eachperiod, acquires the difference in the charge amount by comparing theset target state of charge with a state of charge of the battery of thebattery manger, checks a feedback compensation factor corresponding tothe acquired difference in the charge amount and the stored driving loadlevel for each period, from the storage, and compensates drivinginformation of the engine based on the checked feedback compensationfactor.

When performing the route driving mode, the controller acquires thecumulative distance and average speed for each period based on thedetected driving speed, determines whether the vehicle deviates from theroute based on at least one of the acquired cumulative distance andaverage speed for each period and the stored cumulative distance andaverage speed for each period, and when it is determined that thevehicle deviates from the route, the controller terminates the routedriving mode and performs a general driving mode.

The vehicle may further include a display configured to display guideinformation about adding a route, when the route addition mode isselected.

In accordance with another aspect of the present disclosure, a vehicleincludes a storage configured to store at least one route, and referenceroad condition information about the at least one route; a speeddetector configured to detect a driving speed; a slope detectorconfigured to detect a slope of a road; and a controller configured tolearn road condition information related to the at least one route,based on a driving speed and a slope of the road which is detectedduring driving on the at least one route, and configured to update theroad condition information, based on the learning information.

The reference road condition information comprises a reference averagespeed for each, a reference cumulative distance for each period, and areference driving load level for each period. When a route learning modeis selected, the controller chronologically stores a driving speed and aslope of the road which is detected during driving, acquires a drivingload level based on the driving speed and the slope of the road which ischronologically stored, updates the stored reference driving load level,based on the acquired driving load level, acquires a cumulative distanceand an average speed for each period based on the driving speed which ischronologically stored, and updates the reference cumulative distanceand the reference average speed for each period, based on the acquiredcumulative distance and average speed for each period.

When performing the route learning mode, the controller determineswhether the vehicle deviates from the route based on at least one of theacquired cumulative distance and average speed for each period and thestored cumulative distance and average speed for each period, and whenit is determined that the vehicle deviates from the route, thecontroller terminates the route learning mode.

In accordance with another aspect of the present disclosure, a methodfor controlling a vehicle provided with a motor configured to apply adriving force to a vehicle wheel, a battery configured to supply thepower to the motor, and an engine configured to apply a driving force tothe vehicle wheel, the method includes: when a route addition mode isselected, storing chronologically a driving speed and a slope of theroad, which is detected from when a departure time in which a departurecommand is received until an arrival time in which an arrival command isreceived; acquiring a speed level for each period based on the speedwhich is chronologically stored; acquiring a slope level for each periodbased on the slope which is chronologically stored; acquiring a drivingload level based on the speed level for each period and the slope levelfor each period; storing the acquired driving load level as referenceroad condition information; and when a route driving mode is selected,controlling driving the engine and the motor based on the storedreference road condition information and controlling charging of thebattery.

The control method may further include checking the number of times ofroute learning of the route when the route driving mode is selected;performing the route learning mode when the checked number of times ofroute learning is equal to or less than a predetermined number of times;and performing the route driving mode when the checked number of timesof route learning exceeds the predetermined number of times.

The control method may further include, when a route learning mode isselected, storing chronologically a driving speed and a slope of theroad which is detected during driving; acquiring a driving load levelbased on the driving speed and the slope of the road which ischronologically stored; and updating the stored driving load level,based on the acquired driving load level.

The storage of the reference road condition information comprisesacquiring and storing a reference cumulative distance and a referenceaverage speed for each period, based on the driving speed which ischronologically stored.

The control method may further include, when the route learning mode isselected, acquiring a cumulative distance for each period and an averagespeed for each period, based on the speed which is detected duringdriving; and updating the reference cumulative distance for each periodand the reference average speed for each period, which are stored in astorage, based on the acquired cumulative distance for each period andaverage speed for each period.

The control method may further include, when performing the routelearning mode, determining whether the vehicle deviates from the routebased on at least one of the acquired cumulative distance and averagespeed for each period and the stored cumulative distance and averagespeed for each period; and terminating the route learning mode, when itis determined that the vehicle deviates from the route.

The control method may further include when performing the route drivingmode, acquiring the cumulative distance and average speed based on thedetected driving speed; determining whether the vehicle deviates fromthe route based on at least one of the acquired cumulative distance foreach period and the average speed and the reference cumulative distancefor each period and the reference average speed for each period; andwhen it is determined that the vehicle deviates from the route,terminating the route driving mode and performing a general drivingmode.

The determination of whether the vehicle deviates from the routecomprises checking a current period; calculating a cumulative distancedeviation value between a cumulative distance until the current periodand the reference cumulative distance until a period corresponding tothe current period; calculating an average speed deviation value betweenthe average speed for each period until the current period and thereference average speed for each period, when the calculated cumulativedistance deviation value is equal to or greater than a first thresholdvalue; checking the number of period in which the average speeddeviation value exceeds a second threshold value; and determining thatthe vehicle deviates from the route, when the number of period exceeds athird threshold value.

The control method may further include, setting a target state of chargebased on the stored reference driving load level for each period;acquiring the difference in the charge amount by comparing the settarget state of charge with a state of charge of the battery of thebattery manger; checking a feedback compensation factor corresponding tothe acquired difference in the charge amount and the reference drivingload level for each period, from a pre-stored map; and compensatingdriving information of the engine based on the checked feedbackcompensation factor.

BRIEF DESCRIPTION OF THE DRAWINGS

These and/or other aspects of the disclosure will become apparent andmore readily appreciated from the following description of embodiments,taken in conjunction with the accompanying drawings of which:

FIG. 1 is an exemplary view illustrating an exterior of a body of avehicle in accordance with exemplary embodiments of the presentdisclosure.

FIG. 2 is an exemplary view illustrating an interior of the body of avehicle in accordance with exemplary embodiments of the presentdisclosure.

FIG. 3 is a view illustrating a chassis, or drive train, of a vehicle inaccordance with exemplary embodiments of the present disclosure.

FIG. 4 is a control block diagram illustrating a control of a vehicle inaccordance with exemplary embodiments of the present disclosure.

FIG. 5 is a control block diagram illustrating a battery manager 167 ofFIG. 4.

FIG. 6 is a flowchart illustrating a method of adding a route to performan eco-mode, among methods for controlling a vehicle in accordance withexemplary embodiments of the present disclosure.

FIG. 7 is a view illustrating an example of display of eco mode of avehicle in accordance with exemplary embodiments of the presentdisclosure.

FIG. 8 is a view illustrating an example of a guidance informationdisplay when a vehicle is added to a route in accordance with exemplaryembodiments of the present disclosure.

FIG. 9 is a view illustrating an example of setting a driving load levelwhen performing route addition and learning of a vehicle in accordancewith exemplary embodiments of the present disclosure.

FIGS. 10A and 10B are flowcharts illustrating a case in which a vehicleperforms a route learning mode in an eco-mode in accordance withexemplary embodiments of the present disclosure.

FIG. 11 is a diagram showing an example of display of a route that isset in advance when a vehicle performs a route learning and a routedriving in accordance with exemplary embodiments of the presentdisclosure.

FIG. 12 is a graph showing cumulative distance deviations when a vehicleperforms a route learning and a route driving in accordance withexemplary embodiments of the present disclosure.

FIG. 13 is a graph showing average speed deviation values when a vehicleperforms a route learning and a route driving in accordance withexemplary embodiments of the present disclosure.

FIGS. 14A and 14B are flowcharts illustrating a case in which a vehicleperforms a route driving mode in accordance with exemplary embodimentsof the present disclosure.

FIG. 15 is a graph of a state of charge of a battery of a vehicle inaccordance with exemplary embodiments of the present disclosure.

FIG. 16 is a graph of user power needs, or need power, of the vehicle inaccordance with exemplary embodiments of the present disclosure.

DETAILED DESCRIPTION

The present disclosure will be described more fully hereinafter withreference to the accompanying drawings, in which exemplary embodimentsof the disclosure are shown.

FIG. 1 is an exemplary view illustrating an exterior of a body of avehicle in accordance with an embodiment of the present disclosure, FIG.2 is an exemplary view illustrating an interior of the body of thevehicle in accordance with an embodiment of the present disclosure andFIG. 3 is a view illustrating a chassis of the vehicle in accordancewith an embodiment of the present disclosure.

According to an embodiment, a vehicle 100 may be a hybrid vehicle thatis provided with an engine, a battery and a motor so as to drive bycontrolling the mechanical power of the engine and the electric power ofthe motor, wherein the hybrid vehicle may be a hybrid electric vehicle(HEV) or a plugin hybrid electric vehicle (PHEV).

The vehicle 100 may include a body a having an interior 110 and anexterior 120, and a chassis 140, which is the rest of the vehicle asidefrom the body, and in which a mechanical apparatus is installed for thedriving.

As illustrated in FIG. 1, an exterior 110 of the body may include afront panel 111, a bonnet 112, a roof panel 113, a rear panel 114, afront, rear, left, and right door 115, and a window glass 116 providedin the front, rear, left, and right door 115 to be openable.

The exterior of the body may further include a pillar provided in theboundary between window glasses of the front, rear, left, and rightdoor, a side mirror providing a view of the rear side of the vehicle 100to a driver, and a lamp 117 allowing the driver to easily check thesurroundings while focusing on the front, sending a signal to othervehicle and a pedestrian, and performing communication function withother vehicle and a pedestrian.

As illustrated in FIG. 2, the interior 120 of the body may include aseat 121 on which a passenger is seated, a dashboard 122, an instrumentpanel that is a cluster, 123, a center fascia 124 in which an operationpanel and an outlet of the air conditioning device are installed, a headdevice 125 provided in the center fascia 124 and configured to receivean operation command of the audio device and the air conditioningdevice, and an ignition device 126 provided in the center fascia 124 andconfigured to receive an ignition command, wherein the instrument panelmay be disposed on the dashboard and may include tachometer,speedometer, coolant temperature indicator, fuel indicator, turn signalindicator, high beam indicator light, warning lights, seat belt warninglight, trip odometer, odometer, automatic transmission selector leverindicator, door open warning light, oil warning light and a low fuelwarning light.

The vehicle 100 may further includes a shift lever provided in thecenter fascia 124 to receive an input of the operation position and aparking button (electronic parking brake (EPB) button) provided aroundthe shift lever or in the head device 125 to receive an input of anoperation command of an electric parking braking device (not shown).

The vehicle 100 may further include an input 127 configured to receivean operation command of a variety of functions.

The input 127 may be disposed on the head device 125 and the centerfascia 124, and may include at least one physical button such as On/Offbutton for the variety of functions, and a button to change a set valueof the variety of functions.

The input 127 may further include a jog dial (not shown) or a touch pad(not shown) to input a command for moving cursor and selecting cursor,wherein the cursor is displayed on a display of the user interface 129.

The jog dial or the touch pad may be provided in the center fascia.

The vehicle 100 may further include a display 128 provided in the headdevice 125 and configured to display information related to a functionthat is currently performed in the vehicle and information input from auser.

The display 128 may display any one of an electric vehicle mode (i.e.,EV mode) or a hybrid electric vehicle mode (i.e., HEV mode) that is acurrent driving mode of the vehicle.

The vehicle may further include the user interface 129 for the user'sconvenience.

The user interface 129 may display information related to the functionthat is currently performed and information that is input by a user.

When the user interface 129 is implemented by a touch screen in which atouch panel and a display panel are integrally formed with each other,the input function and the display function may be performed.Alternatively, when the user interface 129 is provided with only displaypanel, the display function may be performed.

The chassis 140 of the vehicle is a frame supporting the body 110 and120. In the chassis 140, a vehicle wheel 141 disposed in the front, rearand left and right side, a power system 142-149 generating the torque ofthe vehicle, regulating the generated torque, and applying the regulatedtorque to the front, rear, left and right vehicle wheel 141, a steeringsystem, a brake system and a suspension system applying the brake forceto the front, rear, left and right vehicle wheel 141 may be provided.

The vehicle 100 may include a steering wheel 151 of the steering systemfor adjusting the direction of drive, a brake pedal 152 that is pressedby a user in accordance with the braking will of the user, and anaccelerator pedal 153 that is pressed by a user in accordance with theacceleration will of the user (refer to FIG. 2).

As illustrated in FIG. 3, the power system may include an engine 142, afuel system (not shown), a cooling device (not shown), a fuel supplydevice (not shown), a battery 143, a motor 144, a generator 145, aninverter 146, a clutch 147, a transmission 148, a final reduction gearand a differential gear 149. In addition, the power system may furtherinclude an actuator 147 a driving the clutch 147.

The engine 142 generates the mechanical power by burning of petroleumfuels such as gasoline and diesel, and delivers the generated power tothe clutch 147.

The battery 143 generates the electric power having the high voltagecurrent and supplies the generated electric power to the motor 144, thegenerator 145 and a variety of electronic in the vehicle.

The battery 143 is charged by receiving the electric power from thegenerator 145.

The battery 143 may be managed by a battery manager 167. The batterymanager 167 will be described later.

The motor 144 may generate a torque by using the electric energy of thebattery 143 and transmit the generated torque to the vehicle wheel,thereby driving the vehicle wheel.

When the motor 144 is connected to the engine 142 through the clutch147, the motor 144 may also transmit the torque of the engine 142 to thevehicle wheel. The motor 144 may perform the conventional torqueconverter while absorbing the impact when the clutch is closed.

The motor 144 may convert the electric energy of the battery 143 into amechanical energy to operate a variety of electronics provided in thevehicle.

The motor 144 may be operated as a generator in a regenerative brakingcondition by the braking, when reducing speed, or when driving at alower speed, so that the battery 143 is charged.

The generator 145 (hereinafter referred to as Hybrid Starter Generator(HSG)) corresponds to a start generator. Since the hybrid startergenerator (HSG) 145 is connected to a crankshaft of the engine 142, thehybrid starter generator (HSG) 145 may be interlocked with thecrankshaft of the engine 142 and operated as a start motor when theengine 142 is started. When the vehicle wheel is not driven by theengine 142, the hybrid starter generator (HSG) 145 may be operated as agenerator by the engine 142 so as to allow the battery 143 to becharged.

That is, the hybrid starter generator (HSG) 145 may be operated as agenerator by the power transmitted from the engine 142 so that thebattery 143 is charged.

The vehicle may be supplied with the electric power from a chargerdisposed in a parking lot or a charging station, and thus the vehiclemay charge the battery 143 by using the supplied electric power.

The power system of the vehicle may further include a power converter(not shown) converting the electric power generated by the hybridstarter generator (HSG) 145 to an electric power capable of charging thebattery 143, and converting the electric power of the battery 143 intothe driving power of the hybrid starter generator (HSG) 145. The powerconverter may include a converter.

The power converter may change the direction and the output of thecurrent between the hybrid starter generator (HSG) 145 and the battery143.

The inverter 146 converts the electric power of the battery 143 into thedriving power of the motor 144.

When outputting the driving power of the motor 144, the inverter 146 mayoutput the driving power of the motor 144 based on a target vehiclespeed according to user's command. The driving power of the motor 144may be a switching signal for outputting the current corresponding tothe target vehicle speed and a switching signal for outputting thevoltage corresponding to the target vehicle speed.

In other words, the inverter 146 may include a plurality of switchingelements.

The clutch 147 may be disposed between the engine 142 and the motor 144.

The clutch 147 may be closed or locked when generating the driving forceof the vehicle wheel by using the engine 142 and the motor 144. Whengenerating the driving force of the vehicle wheel by using the motor144, the clutch 147 may be opened because a spring (not shown) is pushedby the hydraulic pressure generated by a Hydraulic Clutch Actuator(HCA).

That is, the clutch 147 may be selectively in an open state and a closedstate according to the driving mode of the vehicle.

Particularly, the clutch 147 may be opened during the decelerationdriving and the low speed driving by using the motor 144, and the clutch147 may be opened during the braking. The clutch 147 may be closedduring a climbing driving, an acceleration driving, and a constant speeddriving that is faster than a predetermined speed, and during a batteryprotection mode.

The clutch 147 may be a normal close clutch that allows the engine 142to be connected to the motor 144 when the power of the vehicle is turnedoff.

The transmission 148 may transmit the torque of the engine 142 and themotor 144 to the vehicle wheel 141 or transmit the torque of the motor144 to the vehicle wheel 141.

The transmission 148 may be a dual clutch transmission (DCT) configuredto allow a gear to be operated by using two clutches.

The transmission 148 may perform an optimal torque conversion byallowing the gear to be operated automatically, based on the drivingspeed of the vehicle.

The vehicle may further include a final reduction and differential gear(FD) 149 provided between the transmission 148 and the vehicle wheel141.

The final reduction and differential gear (FD) 149 may include a finalreduction gear and a differential gear.

The final reduction gear converts revolution per minute (RPM), oroutput, of the motor to allow the driving speed of the vehicle to reacha target speed. That is, the final reduction gear generates the drivingforce corresponding to the converted RPM of the motor and transmits thegenerated driving force to the left and right vehicle wheel 141.

The final reduction gear may convert the input RPM of the motor to acertain rate.

The target speed may be a speed corresponding to a pressure of anaccelerator pedal 153 or a brake pedal 152.

The final reduction gear may include a drive pinion and a ring gear, andreduce the rotational speed and convert the rotation direction to theright angle. That is, the final reduction gear reduces the speed betweenthe transmission 148 and the vehicle wheel 141, again so as to increasethe driving force while changing the direction of the powertransmission.

The final reduction gear receives the torque of a propeller shaft 148 aby using the drive pinion and coverts the direction into an angle thatis similar the right angle while reducing the torque, and transmits thetorque to the differential gear. The final reduction gear transmits thechanged torque of the propeller shaft to the rear axle and increases thetorque through the final reduction.

The differential gear rotates the left and right vehicle wheel at adifferent speed.

That is, the differential gear adjusts the gear ratio of thetransmission 148 and generates the driving force of the left and rightvehicle wheel and transmits the generated driving force to the left andright vehicle wheel.

According to exemplary embodiments, the power system has a parallelstructure such that the engine 142 and the motor 144 are connected tothe axle 149 a of the vehicle so that the engine 142 and the motor 144simultaneously drive the vehicle.

When the vehicle drives by using the motor 144 (EV mode), the vehiclemay open the clutch 147 so that the motor 144 and the engine 142 are notmechanically connected so as to directly transmit the rotation of themotor 144 to the transmission 148. In this time, the engine 142 may bein a turning-off mode and when charging the battery, the engine 142 maybe in a turning-on mode.

When the vehicle drives by using the engine 142 and the motor 144 (HEVmode), the vehicle may close the clutch 147 so that the torque of theengine 142 is added to the torque of the motor 144 and then transmittedto the transmission 148.

When the vehicle drives by using the engine 142, the vehicle may closethe clutch 147 to be rotated with the motor 144 to connect the engine142 to the axle the engine 142.

FIG. 4 is a control block diagram illustrating the control of thevehicle in accordance with an embodiment, and FIG. 5 is a control blockdiagram illustrating the battery manager 167 of FIG. 4.

As illustrated in FIG. 4, the vehicle 100 may include the user interface129, a speed detector 161, a slope detector 162, a first pressuredetector 163, a second pressure detector 164, a controller 165, astorage 166 and the battery manager 167.

The user interface 129 receives operation information from a user anddisplays information related to a mode that is currently performed inthe vehicle.

The user interface 129 may include an input 129 a and a display 129 b.

The input 129 a receives an operation command of an eco-mode, a routeaddition mode, a route learning mode, and a route driving mode andreceive a departure command and an arrival command.

The input 129 a may receive a name of departure point and a name ofdestination.

The input receiving the variety of information may be an input providedin the head device 125 and an input provided in the center fascia.

The display 129 b may display the eco-mode, the route addition mode, theroute learning mode, the route driving mode and a general driving mode,and display guide information related to a mode that is currentlyperformed.

When in the route learning mode and the route driving mode, the display129 b may display a name of route, and information related to thedeviation from the route

The display 129 b may display the hybrid electric vehicle (HEV) modeusing only the power of the motor 144 and the electric vehicle (EV) modeusing the power of the engine 142 and the power of the motor 144.

The display 129 b may display information related to the state of chargeof the battery.

The display displaying a variety of information may be a displayprovided in the head device 125 and a display (not shown) provided inthe cluster 123.

The display may be a lamp corresponding to a light emitting diode (LED)additionally provided in the interior of the vehicle.

The speed detector 161 detects the driving speed of the vehicle.

The speed detector 161 may include a wheel speed sensor configured todetect a rotational speed provided in each of the front, rear, left andright vehicle wheel, and an acceleration detector configured to detectthe acceleration of the vehicle.

The slope detector 162 detects a slope of the road.

The slope detector 162 may include at least one of an accelerationsensor, a gyro sensor, an angular velocity sensor and a gravity sensor.

A first pressure detector 163 detects a pressure applied to theaccelerator pedal 153.

A second pressure detector 164 detects a pressure applied to the brakepedal 152.

The vehicle may further include a RPM detector (not shown) for detectingthe RPM of the engine.

The controller 165 acquires information related to the pressure of theaccelerator pedal 153 or the brake pedal 152 when the accelerator pedal153 or the brake pedal 152 is pressed by a user, acquires a user needspower based on the acquired pressure information and the speedinformation, which is detected by the speed detector 161, acquires atarget driving speed of the vehicle corresponding to the acquired userneeds power, and controls at least one operation of the engine 142 andthe motor 144 based on the acquired target driving speed of the vehicle.

Accordingly, it may be possible to drive the vehicle by the powergenerated by at least one of the engine 142 and the motor 144.

Based on the target driving speed of the vehicle, whether to perform theacceleration driving, and whether to perform the climbing driving, thecontroller 165 may allow the vehicle to drive in the EV mode by usingthe power of the motor 144 or to drive in the HEV mode by using thepower of the motor 144 and the engine 142.

The controller 165 may control the close of the clutch 147 bycontrolling the operation of a motor (not shown) in the actuator 147 a,and control the hydraulic pressure supplied to the clutch 147 so thatthe clutch 147 is opened or closed. Accordingly, the controller 165 mayallow the vehicle to drive in the EV mode or HEV mode.

Hereinafter a configuration of the controller in a state in which theclutch is a normal close type clutch will be described.

When the vehicle is in the EV mode, the controller 165 may allow theclutch 147 to be opened and control the rotational speed of the motor144 based on the target driving speed.

The controller 165 may control switching of the inverter 146 whencontrolling the rotational speed of the motor 144.

When the vehicle is in the HEV mode, the controller 165 may allow theclutch 147 to be closed and control the rotational speed of the engine142 and the motor 144 based on the target driving speed.

When the vehicle is in the HEV mode, the controller 165 may control theoperation of the hybrid starter generator (HSG) 145 to allow the engine142 to be started and to control the driving of the engine.

When the vehicle is in the HEV mode, the controller 165 may perform thecommunication with the battery manager 167 and receive informationrelated to a state of charge (SOC) of the battery from the batterymanager 167.

The SOC of the battery may include a charge amount of the battery.

When receiving a command to select the eco-mode through the input 129 aof the user interface, the controller 165 may allow the display 129 b ofthe user interface to display the selection mode, and when receiving acommand to select the route addition mode through the input 129 a of theuser interface, the controller 165 may allow guide information relatedto adding a route to be output.

When receiving a departure command, the controller 165 may receive speedinformation of the vehicle detected by the speed detector 161 and slopeinformation of the road detected by the slope detector 162 until thecontroller 165 receives an arrival command, and store the received speedinformation and slope information in chronological order.

The controller 165 may divide the speed information, which ischronologically stored from a departure time in which the departurecommand is received until an arrival time in which the arrival commandis received, at a predetermined period of time and calculate an averagespeed based the speed information, which is divided at the predeterminedperiod of time.

That is, the controller 165 may set the predetermined period of time asa single period, calculate the average speed for each period and storethe calculated average speed for each period.

The controller 165 may calculate a cumulative distance at apredetermined period of time based on the speed information, which isdivided at the predetermined period of time. That is, the controller 165may calculate a cumulative distance for each period and store thecalculated cumulative distance for each period.

The controller 165 may acquire a speed level corresponding to theaverage speed for each period.

The controller 165 may divide the slope information, which ischronologically stored, at a predetermined period of time, set thepredetermined period of time as a single period and acquire the slopelevel corresponding to the acquired slope for each period.

The controller 165 may acquire a driving load level for each periodbased on the speed level for each period and the slope level for eachperiod, and store the acquired driving load level for each period.

When receiving a command to select the driving learning mode, thecontroller 165 may allow a route stored in the storage 166 to bedisplayed and when any route is selected via the input and the departurecommand is received, the controller 165 may perform a route learninguntil the arrival command is received. The controller 165 may determinewhether the vehicle deviates from the route during the route learning,and when it is determined that the vehicle deviates from the route, thecontroller 165 may terminate the route learning.

When performing the route learning mode, the controller 165 may acquirethe average speed for each period, the cumulative distance for eachperiod, and the driving load level for each period based on the speedinformation of the vehicle detected by the speed detector 161 and theslope information of the road detected by the slope detector 162. Whenthe route learning mode is completed, the controller 165 may calculatean average value between the acquired average speed for each period, theacquired cumulative distance for each period, and the acquired drivingload level for each period, and a reference average speed for eachperiod, a reference cumulative distance for each period, and a referencedriving load level for each period, which are stored in the storage,respectively, and update road condition information of the route storedin the storage based on the calculated average value.

In other words, the controller 165 may calculate an average speedbetween the current average speed for each period and the referenceaverage speed for each period, and change the reference average speedstored in the storage, into the calculated average speed. The controller165 may calculate an average cumulative distance between the currentcumulative distance for each period and the reference cumulativedistance for each period and change the reference cumulative distancestored in the storage, into the calculated cumulative distance. Thecontroller 165 may calculate an average level between the currentdriving load level for each period and the reference driving load levelfor each period and change the reference driving load level stored inthe storage into the calculated driving load level.

When performing the route learning mode, the controller 165 may checkthe current period during the vehicle drives, check the referencecumulative distance in a period corresponding to the checked currentperiod, and compare the current cumulative distance with the referencecumulative distance. When a cumulative distance deviation value betweenthe current cumulative distance and the reference cumulative distanceexceeds a first threshold, the controller 165 may determine that thevehicle deviates from the route.

When performing the route learning mode, the controller 165 may checkthe current period during the vehicle drives, check the referenceaverage speed for each period until the period corresponding to thecurrent period, among the reference average speed for each period storedin the storage, and compare the current average speed for each periodwith the reference average speed for each period. When an average speeddeviation value between the current average speed for each period andthe reference average speed exceeds a second threshold, the controller165 may check the period, and when the checked number of periods exceedsa third threshold, the controller 165 may determine that the vehicledeviates from the route.

During performing the route learning mode, when it is determined thatthe cumulative distance deviation value between the current cumulativedistance and the reference cumulative distance exceeds the firstthreshold and it is determined that the number of period in which theaverage speed deviation value between the current average speed and thereference average speed exceeds the second threshold, exceeds the thirdthreshold, the controller 165 may determine that the vehicle deviatesfrom the route.

In an embodiment, an example of using an average speed of speedsdetected during the predetermined period of time has been described.Alternatively, it may be possible to divide the speed information, whichis stored chronologically, at a predetermined period of time, and to usethe maximum speed or minimum speed in the speed in the predeterminedperiod of time.

When receiving a command to select the route driving mode, thecontroller 165 may allow a route stored in the storage 166 to bedisplayed and when any one route is selected through the input 129 a,the controller 165 may perform the route driving mode until the arrivalcommand is received. During the controller 165 performing the routedriving mode, the controller 165 may determine whether the vehicledeviates from the route, and when it is determined that the vehicledeviates from the route, the controller 165 may terminate the routedriving mode and perform the general driving mode.

When performing the route driving mode, the controller 165 may check thecurrent period during the vehicle drives, acquire the cumulativedistance and the average speed in the current period based the detectedspeed information, check the reference cumulative distance in a periodcorresponding to the current period, and compare the current cumulativedistance with the reference cumulative distance. When a cumulativedistance deviation value between the current cumulative distance and thereference cumulative distance exceeds the first threshold, thecontroller 165 may determine that the vehicle deviates from the route.

When performing the route driving mode, the controller 165 may check thereference average speed for each period until the period correspondingto the current period, and compare the current average speed for eachperiod with the reference average speed. When an average speed deviationvalue between the current average speed and the reference average speedexceeds the second threshold, the controller 165 may check the period,and when the checked period number exceeds the third threshold, thecontroller 165 may determine that the vehicle deviates from the route.

During the controller 165 performing the route driving mode, when it isdetermined that the cumulative distance deviation value between thecurrent cumulative distance and the reference cumulative distanceexceeds the first threshold and it is determined that the number ofperiods, in which the average speed deviation value between the currentaverage speed for each period and the reference average speed exceedsthe second threshold, exceeds the third threshold, the controller 165may determine that the vehicle deviates from the route.

In an embodiment, an example of using an average speed of speedsdetected during a predetermined period of time has been described.Alternatively, it may be possible to divide the speed information, whichis stored chronologically, at a predetermined period of time, and to usethe maximum speed or minimum speed in the speed in the predeterminedperiod of time.

When it is determined that the current route is the same as apredetermined route during the controller 165 performs the route drivingmode, the controller 165 may check the speed detected by the speeddetector, receive the state of charge of the battery from the batterymanager 167, check a RPM of the engine detected by the RPM detector, andacquire a user needs power based on the current speed and the pressuredetected by the first and second pressure detector.

The controller 165 may check information related to turning on and offof the engine corresponding to the current state of charge and thespeed, from a first map stored in the storage, and check a target outputtorque of the engine corresponding to the user needs torque, or torqueneeds, and the RPM of the engine, from the first map stored in thestorage.

When performing the route driving mode, the controller 165 may acquirethe reference driving load level for each period from the storage 166,set a target state of charge based on the acquired reference drivingload level for each period, and check a charge amount difference betweenthe set target state of charge and the current state of charge.

The controller 165 may check a feedback compensation factorcorresponding to the charge amount difference and the reference drivingload level from a third map stored in the storage, compensate turning onand off of the engine and the target output torque of the engine basedon the checked feedback compensation factor, and perform the feedbackcontrol the drive of the engine based on driving information of theengine, which is compensated.

In addition, when performing the general driving mode, the controller165 may check information related to turning on and off of the enginecorresponding to the current state of charge and the speed, from thefirst map stored in the storage, check the target output torque of theengine corresponding to the user needs torque and the RPM of the engine,from the first map stored in the storage, and perform the feedbackcontrol the drive of the engine based on the checked driving informationof the engine.

When the route driving mode is input and any one route is selected, thecontroller 165 may check the number of times of route learning about theselected route, and when the number of times of the route learning isequal to or less than a predetermined number of times, the controller165 may perform the route leaning mode or when the number of times ofthe route learning exceeds the predetermined number of times, thecontroller 165 may perform the route driving mode.

The controller 165 may perform the route driving mode while performingthe route learning mode.

When the route learning mode is selected through the input, thecontroller 165 may perform the route learning about a route that isselected by a user, and when the route driving mode is selected throughthe input, the controller 165 may perform the route driving moderegardless of the number of times of the route learning.

When the clutch 147 is in a closed state, the engine 142 may transmitthe generated power to the vehicle wheel 141 and the hybrid startergenerator (HSG) 145.

The hybrid starter generator (HSG) 145 may start the engine based on thecontrol command of the controller 165 or perform as a generator by thepower of engine so as to charge the battery.

According to the control command of the 165, the inverter 146 mayconvert the direct current (DC) power, which is supplied from thebattery, into three-phase alternating-current (AC) power and apply theAC power to the motor 144.

The hydraulic clutch actuator (HCA) 147 a may deliver oil to the clutchby the drive of the motor (not shown) provided therein, so as togenerate a hydraulic pressure in the clutch 147. A spring (not shown) inthe clutch may be pushed by the hydraulic pressure generated in theclutch 147, so that the clutch 147 is opened.

The controller 165 may be implemented using a memory (not shown) storingan algorithm for controlling an operation of components in the vehicleand data related to programs implementing the algorithm, and a processor(not shown) performing the above mentioned operation using the datastored in the memory. The memory and the processor may be implemented inseparate chips, or a single chip.

The controller 165 may include a first controller (i.e., engine controlunit (ECU)) configured to control an operation of the hybrid startergenerator (HSG) 145 and the engine 142, a second controller (i.e., motorcontrol unit (MCU)) configured to allow the regenerative braking to beperformed when braking and reducing the speed, and to rotate the motor144 by controlling the operation of the inverter 146, based on a controlsignal of a main controller, a third controller (i.e., local controlunit (LCU)) configured to allow the clutch 147 to be the opened orclosed by controlling the operation of the hydraulic clutch actuator(HCA) 147 a, and the main controller (i.e., HEV control unit (HCU))configured to distribute a torque to the engine and the motor based onthe target speed of the vehicle, and to output a control signal to thefirst, second and third controller based on the distributed torque.

The first, second and third controller and the main controller may beimplemented by a separate chip or alternatively, the first, second andthird controller and the main controller may be packaged and integrated,thereby being implemented by a single chip.

The controller 165 may be an electronic control unit (ECU) controllingthe driving of the vehicle or the controller 165 may be any one of amicrocomputer, a central processing unit (CPU) and a processor.

The storage 166 may store the first map matched with information, whichis related to turning on and off of the engine corresponding to thestate of charge of the battery and the driving speed of the vehicle.

The storage 166 may store the second map matched with the target outputtorque of the engine corresponding to the user needs torque and the RPMof the engine.

The storage 166 may store the third map matched with the feedbackcompensation factor corresponding to the charge amount difference andthe driving load level. The feedback compensation factor may be a valuebetween 0 (zero) and 1 (one).

The storage 166 may store reference road condition information about apredetermined route.

The road condition information may include the reference driving loadlevel for each period, the reference average speed for each period andthe reference cumulative distance for each period.

In addition, the road condition information may further include thespeed level for each period and the slope level for each period.

The storage 166 may be a memory that is implemented by a chip separatefrom the above mentioned processor related to the controller 165, or thestorage 166 may be implemented by a single chip with a processor.

The storage 166 may be implemented using at least one of a non-volatilememory element, e.g., a cache, a Read Only Memory (ROM), a ProgrammableROM (PROM), an Erasable Programmable ROM (EPROM), an ElectricallyErasable Programmable ROM (EEPROM) and a flash memory, a volatile memoryelement, e.g., a Random Access Memory (RAM), or a storage medium, e.g.,a Hard Disk Drive (HDD) and a CD-ROM. The implementation of the storageis not limited thereto.

As illustrated in FIG. 5, the battery manager 167 may include a voltagedetector 167 a, a current detector 167 b, a temperature detector 167 c,a manager 167 d and a communicator 167 e.

The voltage detector 167 a may detect the voltage of the battery 143.The voltage detector 167 a may detect the voltage of an output terminalof the battery 143.

The current detector 167 b may detect the current of the battery 143.

The temperature detector 167 c may detect the temperature of the battery143.

The voltage detector 167 a, the current detector 167 b, and thetemperature detector 167 c may detect the voltage, the current and thetemperature of each cell in the battery.

The manager 167 d may acquire the charge amount of the battery based onthe detected current and voltage of the battery, compensate the acquiredcharge amount of the battery based on the detected temperature of thebattery, and output the compensated charge amount of the battery as theinformation related to the state of charge of the battery, to thecontroller 165.

The manager 167 d may manage the state of charge (SOC) based on thecurrent, the voltage and the temperature of each cell of the battery,and determine the target state of charge based on the state of charge ofthe battery and the temperature of the battery, thereby allowing theoutput of the motor to be variable.

In addition, the manager 167 d may prevent the battery from shorting thelife of the battery caused by the overcharge and the over-discharge ofthe battery.

The communicator 167 e may communicate with the controller 165 andtransmit the information related to the state of charge of the batteryto the controller 165.

The communicator 167 e may include one or more components configured toallow the communication with an external device, wherein thecommunicator may include at least one of a short range communicationmodule, a wired communication module and a wireless communicationmodule.

The short-range communication module may include a variety of shortrange communication modules, which are configured to transmit andreceive a signal using a wireless communication module in the shortrange, e.g., Bluetooth module, Infrared communication module, RadioFrequency Identification (RFID) communication module, Wireless LocalAccess Network (WLAN) communication module, NFC communications moduleand ZigBee communication module.

The wired communication module may include a variety of wiredcommunication module, e.g., Controller Area Network (CAN) communicationmodule, Local Area Network (LAN) module, Wide Area Network (WAN) module,or Value Added Network (VAN) module and a variety of cable communicationmodule, e.g., Universal Serial Bus (USB), High Definition MultimediaInterface (HDMI), Digital Visual Interface (DVI), recommended standard232 (RS-232), or plain old telephone service (POTS).

The wireless communication module may include a wireless communicationmodule supporting a variety of wireless communication methods, e.g.,Radio Data System-Traffic Message Channel (RDS-TMC), Digital MultimediaBroadcasting (DMB), Wifi module, Wireless broadband module, globalSystem for Mobile (GSM) Communication, Code Division Multiple Access(CDMA), Wideband Code Division Multiple Access (WCDMA), Time DivisionMultiple Access (TDMA) and Long Term Evolution (LTE).

FIG. 6 is a flowchart illustrating a method of adding a route to performthe eco-mode, among a method for controlling the vehicle in accordancewith an embodiment.

When the eco-mode is selected (201), the vehicle may display theselection mode that is selectable by a user, on the display 129 b of theuser interface (202).

The selection of the eco-mode may include selecting a button of theinput provided in the head device, selecting a button of the inputprovided in the center fascia, or touching a button displayed on theuser interface.

The selection mode may display the route addition mode for adding a newroute, and at least predetermined route. The selection mode may includethe route driving mode in which the operation of the motor, the batteryand the engine is controlled by using the target state of charge (SOC)of the battery and the driving information of the engine correspondingto pre-stored road condition information, when the vehicle drivesaccording to a route selected by a user.

The selection mode may further include the route learning mode forrepeatedly learning the road condition for each period about a routeselected by a user among the at least one predetermined route. The routelearning mode may be performed wherever the route learning mode isselected by a user.

When the route driving mode is selected, the route driving mode may beperformed at the same time with the route learning mode. When the numberof times of the route learning is equal to or less than thepredetermined number of times, the route learning mode may beautomatically performed and when the number of times of the routelearning exceeds the predetermined number of times, the route learningmode of the selected route may be not performed.

As illustrated in FIG. 7, on the display 129 b of the user interface,the vehicle may display the route addition, the route driving and theroute learning, as the selection mode that is selectable by a user.

The selection mode may be displayed on the display of the cluster or thedisplay of the head device.

When the route addition mode displayed on the display of the userinterface is selected (203), the vehicle may output guide informationfor adding the route corresponding to a route addition command (204).

For example, the display of the user interface may display a routenumber, and a content indicating of pushing a button upon the departureand arrival.

As illustrated in FIG. 8, the display 129 b of the user interface maydisplay a content indicating entering a departure place and pushing adeparture button upon the departure, and a content indicating of pushingan arrival button upon the arrival and entering a destination.

The departure button and the arrival button may correspond to the inputprovided in the head device, the input of the user interface and theinput provided in the center fascia.

The departure button and the arrival button may be a single button. Thevehicle may recognize the departure command when a user pushes thesingle button once, and recognize the arrival command when the userpushes the sign button again.

Before the departure, the vehicle may receive the name of the departurepoint and the name of the destination, or after the arrival, the vehiclemay receive the name of the departure point and the name of thedestination.

The vehicle may receive the name of the departure point and the name ofthe destination via the input of the user interface and the inputprovided in the center fascia.

The vehicle may output the guide information for adding the route as asound via a speaker (not shown).

The vehicle may drive by regulating the speed based on the pressureinformation of the accelerator pedal and the pressure information of thebrake pedal, which are detected through the first and second pressuredetector.

When the vehicle receives the departure command since the departurebutton is selected by a user during driving or before driving (205), thevehicle may receive the speed information detected by the speed detectorand the slope information detected by the slope detector from when thedeparture command is received, and chronologically store the receivedspeed information and slope information at a predetermined period oftime (206).

The predetermined period of time may represent a period of time formonitoring a variety of condition of the road that is needed for thelearning while the vehicle drives.

That is, the vehicle may acquire the road condition information for eachperiod, e.g., speed information corresponding to the traffic jam and thetraffic lights and slope of the road information in the road in theselected route, and store the acquired road information for each period.

The vehicle may calculate an average speed at the predetermined periodof time based on the speed information that is chronologically stored,and store the calculated average speed at the predetermined period oftime. That is, the vehicle may calculate the average speed for eachperiod and store the calculated average speed for each period (207).

The vehicle may acquire the speed level corresponding to the averagespeed for each period, and store the speed level for each period. Thespeed level may be divided into a plurality of levels according toaverage speed ranges.

For example, the vehicle may store an average speed of 0-20 km/h as aspeed level 0, an average speed of 21-40 km/h as a speed level 1, anaverage speed of 41-60 km/h as a speed level 2, an average speed of61-80 km/h as a speed level 3, an average speed of 81-100 km/h as aspeed level 4, an average speed of 101-120 km/h as a speed level 5, andan average speed 121 km/h or more as a speed level 6.

The vehicle may chronologically store the slope information of the roadand store the slope information as a slope level for each period that isdivided according to a slope range.

For example, the vehicle may store a gradient of flatland as a slopelevel 0 (zero), a rising gradient of 5-15 degree as a slope 1, a risinggradient of 16-25 degree as a slope 2, a rising gradient of 26-35 degreeas a slope 3, a rising gradient of 36 degree or more as a slope 4, afalling gradient of 5-15 degree as a slope level −1, a falling gradientof 16-25 degree as a slope level −2, a falling gradient of 26-35 degreeas a slope level −3, and a falling gradient of 36 degree or as a slopelevel −4.

The speed range of the speed level and the gradient range of the slopelevel are merely examples, and thus these may be changed according tothe specifications of the vehicle, e.g., the type, the weight and thesize.

As illustrated in FIG. 9, the vehicle may acquire the driving load levelfor each period based on the slope level for each period and the speedlevel for each period and store the acquired driving load level for eachperiod (208).

The vehicle may acquire the cumulative distance for each period based onthe speed information that is chronologically stored, and store theacquired cumulative distance for each period (209).

When the vehicle receives the arrival command (210) since a user selectsthe arrival button, the vehicle may terminate the route learning (211)and store information for each period, which is stored during the routelearning, as reference road condition information about an added route.

That is, the vehicle may store the average speed for each period, thespeed level for each period, the slope level for each period, thedriving load level for each period and the cumulative distance for eachperiod, which are acquired during driving, as the reference roadcondition information, which is needed to control the vehicle for theroute driving mode.

Particularly, the vehicle may store the speed level for each period asthe reference speed level for each period, the slope level for eachperiod as the reference slope level for each period, and the drivingload level for each period as the reference driving load level for eachperiod.

The vehicle may store the average speed for each period as the referenceaverage speed for each period, and the cumulative distance for eachperiod as the reference cumulative distance for each period. During theroute learning mode and the route driving mode, the vehicle may use thereference average speed and the reference cumulative distance todetermine whether the vehicle drives in the same route.

When the eco-mode is not selected, the vehicle may perform the generaldriving mode (212). A detail description of the general driving modewill be described below.

FIGS. 10A and 10B are flow charts illustrating a case in which thevehicle performs the route learning mode in the eco-mode in accordancewith an embodiment, and a description thereof will be described withreference to FIGS. 11 to 13.

According to exemplary embodiments, it is assumed that the routelearning mode is excluded in the selection mode selectable by a user andthe route learning mode is automatically performed when the routedriving mode is selected.

When the eco-mode is selected (221), the vehicle may allow the displayof the user interface to display the selection mode selectable by a user(222).

That is, the vehicle may display the route addition mode and the routedriving mode on the display of the user interface.

When the route driving command corresponding to the selection of theroute driving mode (223) is received, the vehicle may display apredetermined route (224).

As illustrated in FIG. 11, when a plurality of predetermined routes isprovided, the vehicle may display information related to the pluralityof predetermined routes on the display 129 b of the user interface.

For example, the display 129 b of the user interface may display adeparture point and a destination of route 1 and a departure point and adestination of route 2.

When the vehicle receives information related to a route since any oneroute is selected among the predetermined routes (225), the vehicle maycheck the number of times of route learning of the selected route (226)and determine whether the checked number of times of route learning ofthe selected route is a predetermined number of times.

When the checked number of times of route learning of the selected routeis equal to or less than the predetermined number of times (227), thevehicle may check the road condition information about the selectedroute, which is stored in the storage (228).

The road condition information about the selected route may include thereference average speed for each period the reference driving load levelfor each period and the reference cumulative distance for each period.

The vehicle may determine whether to drive (229) based on the pressureinformation of the accelerator pedal and the pressure information of thebrake pedal, which is detected via the first and second pressuredetector, and the operation of the shift lever.

When the driving is started, the vehicle may output information relatedto the performance of the route learning on the display of the userinterface.

When the driving is started, the vehicle may chronologically store thespeed information detected via the speed detector and the slopeinformation of the road detected by the slope detector at apredetermined period of time, and perform the route learning based onthe stored information (230).

The predetermined period of time may represent a period of time formonitoring a variety of condition of the road that is needed for thelearning during the vehicle drives.

The performance of the route learning may include acquiring the currentaverage speed, the current speed level, the current slope level, and thecurrent cumulative distance based on the speed information and the slopeinformation that is chronologically stored, and storing the acquiredcurrent speed level, the acquired current slope level, and the acquiredcurrent cumulative distance.

Particularly, the vehicle may calculate the current average speed at thepredetermined period of time, based on the speed information that ischronologically stored, and store the calculated current average speedat a predetermined period of time. That is, the vehicle may calculatethe current average speed for each period and store the calculatedaverage speed for each period.

The vehicle may acquire the current speed level for each periodcorresponding to the current average speed, and store the current speedlevel for each period. The vehicle may chronologically store the slopeinformation of the road and store the current slope level for eachperiod, which is classified by the gradient range.

The vehicle may acquire the current driving load level for each periodbased on the current slope level for each period and the current speedlevel for each period and, store the acquired current driving load levelfor each period.

The vehicle may acquire the current cumulative distance for each periodbased on the speed information that is chronologically stored, and storethe acquired current cumulative distance for each period.

The above-mentioned vehicle may store the road condition information,which is acquired for each period, while determining whether a route inwhich the vehicle currently drives is the same as a predetermined route,for each period.

The determination of whether the current driving route is the same asthe predetermined route, may include comparing the road conditioninformation of the predetermined route with the road conditioninformation of the current driving route, for each period anddetermining whether the current driving route is the same as thepredetermined route based on the result of the comparison.

Particularly, the vehicle may determine a current period (period n)based on a period of time elapsed from a departure time, and check areference cumulative distance until the period n (current period) in theroad condition information stored in the storage.

The vehicle may check the current cumulative distance until the period n(current period) in the road condition information that is acquiredduring the driving (231).

The vehicle may calculate a cumulative distance deviation between thereference cumulative distance and the current cumulative distance (232),and determine whether the calculated deviation value exceeds the firstpredetermined threshold.

As illustrated in FIG. 12, when the current period is T1, the vehiclemay calculate a cumulative distance deviation value between a referencecumulative distance in T1, which is the pre-stored cumulative distancefor each period, and a cumulative distance in the current period T1, andcompare the calculated deviation value in T1 with the first thresholdvalue. When the calculated deviation value in T1 is equal to or lessthan the first threshold value, the vehicle may acquire road conditioninformation in T2.

When the current period is T2, the vehicle may calculate a cumulativedistance deviation value between a reference cumulative distance in T2,which is in the pre-stored reference cumulative distance for eachperiod, and a cumulative distance in the current period T2, and comparethe calculated deviation value in T2 with the first threshold value.When the calculated deviation value in T2 is equal to or less than thefirst threshold value, the vehicle may acquire road conditioninformation in T3.

Through the above mentioned process, the vehicle may calculate acumulative distance deviation value between a reference cumulativedistance for each period and a current cumulative distance. When thecalculated deviation value is equal to or less than the first thresholdvalue, the vehicle may maintain the driving learning until the arrivalcommand is received.

When the calculated deviation value is greater than the first thresholdvalue, the vehicle may determine whether to change the route based on anaverage speed prior to the current period (period n).

As illustrated in FIG. 12, when the current period is T5, the vehiclemay calculate a cumulative distance deviation value between a referencecumulative distance in T5, which is in the pre-stored referencecumulative distance for each period, and a cumulative distance in thecurrent period T5. When it is determined that the calculated deviationvalue in T5 is greater than the first threshold value, the vehicle maycheck a reference average speed for each period, prior to the currentperiod (period n) in the reference average speed stored in the storage,and check a current average speed for each period prior to n period(current period) (234).

The vehicle may calculate an average speed deviation value between thereference average speed and the current average speed, for each period(235).

The vehicle may check which period exceeds the second predeterminedthreshold value in the calculated average speed deviation for eachperiod, and count the number of the period exceeding the secondthreshold value (236).

As illustrated in FIG. 13, the vehicle may count the number of T2, T3,T4 and T5, in which the average speed deviation value exceeds the secondthreshold value. That is, the vehicle may acquire a count number 4.

The vehicle may compare the counted number with the third thresholdvalue and determine whether the counted number exceeds the thirdthreshold value (237), and when it is determined that the counted numberexceeds the third threshold value, the vehicle may terminate the routelearning mode (238). When it is determined the counted number is equalto or less than the third threshold value, the vehicle may determinewhether the arrival command is received or not (239).

That is, while driving until the arrival command is received, thevehicle may acquire the road condition information for each period, andperform the route learning based on the acquired road conditioninformation for each period.

When it is determined that the arrival command is received, the vehiclemay update the reference road condition information stored in thestorage, based on the current road condition information (240), andstore the updated road condition information as new reference roadcondition information.

Particularly, for each period, the vehicle may calculate a driving loadlevel average value between the reference driving load level and thecurrent driving load level, and store the calculated driving load levelaverage value for each period as a new reference driving load level.

For each period, the vehicle may calculate an average value of theaverage speed for each period between the reference average speed andthe current average speed, and acquire a new reference average speedbased on the average value of the average speed for each period. Thevehicle may store the acquired new reference average speed.

For each period, the vehicle may calculate a cumulative distance averagevalue between the reference cumulative distance and the currentcumulative distance, and store the acquired new reference cumulativedistance as a new reference cumulative distance based on the calculatedcumulative distance average value for each period.

When the eco-mode is not selected, the vehicle may perform the generaldriving mode (241). A configuration of the general driving mode, ormodes, will be described below.

In addition, when the number of times of the route learning of theselected route exceeds a predetermined number of times, the vehicle mayperform the route driving mode (242).

A configuration of the performance of the route driving mode will bedescribed with reference to FIGS. 14A and 14B.

FIGS. 14A and 14B are flowcharts illustrating a case in which thevehicle performs the route driving mode in accordance with anembodiment, and a description thereof will be described with referenceto FIGS. 11 to 13 and FIGS. 15 and 16.

When the eco-mode is selected, the vehicle may allow the display of theuser interface to display the selection mode selectable by a user.

That is, the vehicle may allow the display of the user interface todisplay the route addition mode and the route driving mode.

When the route driving command corresponding to the selection of theroute driving mode (251) is received, the vehicle may display apredetermined route (252).

As illustrated in FIG. 11, when a plurality of predetermined routes isprovided, the vehicle may display information related to the pluralityof predetermined routes on the display 129 b of the user interface.

For example, the display 129 b of the user interface may display thedeparture point and the destination of route 1 and the departure pointand the destination of route 2.

When the vehicle receives information related to a route, since any oneroute is selected among the predetermined routes (252), the vehicle maycheck the road condition information stored in the storage correspondingto the selected route (253).

The road condition information about the selected route may include thereference average speed for each period, the reference driving loadlevel for each period and the reference cumulative distance for eachperiod.

The vehicle may determine whether to drive (254) based on the pressureinformation of the accelerator pedal and the pressure information of thebrake pedal, which is detected via the first and second pressuredetector, and the operation of the shift lever.

When the driving is started, the vehicle may output information relatedto the route driving mode via the display of the user interface.

For example, the vehicle may display the name of the selected route orthe departure point and the destination, on the display of the userinterface.

When the driving is started, the vehicle may check a periodcorresponding to the passage of the driving time, and check speedinformation detected by the speed detector (255).

Checking the user needs power may include acquiring a pressure appliedto the accelerator pedal based on the pressure information detected bythe first pressure detector, acquiring a pressure applied to the brakepedal based on the pressure information detected by the second pressuredetector, acquiring a current driving speed corresponding to the speedinformation detected by the speed detector, acquiring user needs powerbased on the acquired pressure of the accelerator pedal, the acquiredpressure of the brake pedal, and the acquired current driving speed andchecking the acquired user needs power.

While driving, the vehicle may determine whether the vehicle deviatesfrom the selected route, which is selected by a user, based on thecurrent cumulative distance for each period and the current averagespeed for each period.

Particularly, while driving, the vehicle may acquire a cumulativedistance for each period and average speed for each period until thecurrent period (period n) based on the detected speed information, andstore the acquired current cumulative distance and current average speedfor each period.

The vehicle may check a reference cumulative distance until the periodn, stored in the storage.

That is, the vehicle may check the reference cumulative distance untilthe period n stored in the storage, and check the current cumulativedistance until the current period (period n) (256). The vehicle maycompare the reference cumulative distance with the current cumulativedistance and calculate a cumulative distance deviation value between thereference cumulative distance and the current cumulative distance (257).

The vehicle may determine whether the cumulative distance deviationvalue exceeds the first threshold value by comparing the cumulativedistance deviation value with the first threshold value (258).

As illustrated in FIG. 12, when the current period is T1, the vehiclemay calculate a cumulative distance deviation value between a referencecumulative distance in T1 and a cumulative distance in the currentperiod T1, and determine whether the calculated deviation value in T1exceeds the first threshold value. When the calculated deviation valuein T1 is equal to or less than the first threshold value, the vehiclemay acquire road condition information in T2.

Through the above mentioned process, the vehicle may calculate acumulative distance deviation value between a reference cumulativedistance for each period and a current cumulative distance, and when thecalculated deviation value is equal to or less than the first thresholdvalue the vehicle may maintain the route driving mode until the arrivalcommand is received.

When it is determined that the calculated deviation value is greaterthan the first threshold value, the vehicle may check the referenceaverage speed for each period until the period n, stored in the storageand check the current average speed for each period until the currentperiod (period n) (259).

As illustrated in FIG. 12, when the current period is T5, the vehiclemay calculate a cumulative distance deviation value between a referencecumulative distance in T5 and a current cumulative distance in thecurrent period T5. When it is determined that the calculated deviationvalue in T5 is greater than the first threshold value, the vehicle maycheck a reference average speed for each period, prior to the period n,stored in the storage, and check a current average speed for each periodprior to the period n (current period).

The vehicle may calculate an average speed deviation value for eachperiod between the reference average speed for each period and thecurrent average speed for each period (260). The vehicle may check whichperiod exceeds the second predetermined threshold value, in thecalculated average speed deviation for each period, and count the numberof the period exceeding the second threshold value (261).

As illustrated in FIG. 13, the vehicle may count the number of T2, T3,T4 and T5, in which the average speed deviation value exceeds the secondthreshold value. That is the vehicle may acquire a count number 4.

The vehicle may compare the counted number with the third thresholdvalue and determine whether the counted number exceeds the thirdthreshold value (262), and when the counted number exceeds the thirdthreshold value, the vehicle may terminate the route learning mode (263)and perform the general driving mode.

The performance of the general driving mode may include checking acurrent state of charge of the battery, checking a driving speed,acquiring information related to turning on and off of the enginecorresponding to the state of charge of the battery and the drivingspeed of the vehicle, from the first map stored in the storage, andcontrolling the engine based on the acquired information related toturning on and off of the engine.

When turning on the engine, the vehicle may check the user needs power,check a current RPM of the engine, acquire a target output torque of theengine corresponding to the user needs power and the RPM of the engine,from the second map stored in the storage, and control the rotation ofthe engine based on the acquired target output torque of the engine.

When it is determined that the counted number is equal to or less thanthe third threshold value, the vehicle may determine that the routeselected by the user is the same as the predetermined route and maintainthe route driving mode until the arrival command is received.

Hereinafter, a case in which the route driving mode is performed when itis assumed that the route selected by the user is the same as thepredetermined route, will be described.

During the route driving mode, the vehicle may set a target state ofcharge and acquire the current state of charge and the user needs power(264).

A description thereof will be described in details.

As illustrated in FIG. 15, the vehicle may check the driving load levelfor each period until period Tn stored in the storage, and set a targetstate of charge (SOC) based on the checked driving load level for eachperiod. In this case, as the driving load level is increased, the targetstate of charge may be set to be higher.

This is in order to increase a period of time in which the vehicledrives in the EV mode by more reducing the target state of charge in asection having a lower driving load level, e.g., a traffic jam sectionand a traffic signal section. In addition, this is in order to increasethe charge amount of the battery by the driving of the engine by moreincreasing the target state of charge of the battery in a section havinga higher level.

The vehicle may acquire the current state of charge (SOC) of thebattery.

Acquiring the state of charge of the battery may include an operation inwhich the battery manager of the vehicle detects the voltage, thecurrent, and the temperature of the battery, calculates a charge amountof the battery based on the detected voltage and current, compensatesthe calculated charge amount of the battery based on the detectedtemperature and acquires the compensated charge amount of the battery.

The vehicle may acquire a user needs power.

As illustrated in FIG. 16, the user needs power may vary according tothe road condition information, i.e., the driving load level.

Acquiring the user needs power may include acquiring a pressure appliedto the accelerator pedal based on the pressure information detected bythe first pressure detector, acquiring a pressure applied to the brakepedal based on the pressure information detected by the second pressuredetector, acquiring a current driving speed corresponding to the speedinformation detected by the speed detector, acquiring the user needspower based on the acquired pressure of the accelerator pedal, theacquired pressure of the brake pedal, and the acquired current drivingspeed and acquiring the acquired user needs power.

The vehicle may calculate a difference between the current state ofcharge (SOC) and the target state of charge (SOC).

Calculating the difference between the current state of charge (SOC) andthe target state of charge (SOC) may include calculating an amount ofcharge difference between the current charge amount of the battery andthe target charge amount of the battery.

The vehicle may check the driving load level of the current period, andcheck a feedback compensation factor corresponding to the difference inthe amount of charge of the current period and the driving load levelfrom the third map stored in the storage (265).

The vehicle may acquire information related to turning on and off theengine corresponding to the current state of charge of the battery andthe driving speed from the first map stored in the storage, compensatethe acquired information related to turning on and off the engine basedon the feedback compensation factor, and determine whether to turn on oroff the engine based on the result of the compensation.

When turning on the engine, the vehicle may check the user needs power,check the current RPM of the engine, acquire the output torque of theengine corresponding to the user needs power and the RPM of the enginefrom the second map stored in the storage, compensate the acquiredtarget output torque of the engine based on the feedback compensationfactor, and perform the feedback control on the rotation of the enginebased on the compensated target output torque of the engine (266).

This will be described with an example.

It is assumed that the user needs torque and the RPM of the engine ofthe current period is the same as in the next period. In addition, it isassumed that the driving load level of the current period (e.g., period1) is two, the driving load level of the next period (e.g., period 2) isthree, the driving load level of the period after next period (e.g.,period 3) is one and the difference in the charge of amount between thecurrent state of charge and the target state of charge is the same.

In the current period (e.g., period 1), the vehicle may maintain thetarget output torque of the engine corresponding to the user needs powerand the RPM of the engine. In the next period (e.g., period 2), thevehicle may increase the target output torque corresponding to the userneeds power and the RPM of the engine based on the feedback compensationfactor and control the rotation of the engine based on the increasedtarget output torque. In the period after next period (e.g., period 3),the vehicle may reduce the target output torque corresponding to theuser needs power and the RPM of the engine based on the feedbackcompensation factor, and control the rotation of the engine based on thereduced target output torque.

That is, the vehicle may increase the charge amount of the battery byincreasing the target state of charge of the battery and the targetoutput torque of the engine in the section having the high driving loadlevel. The vehicle may increase the utilization of the motor and thebattery by reducing the target charge amount of the battery in thesection having the low driving load level. Accordingly, it is possibleto minimize the turning on of the engine or the target output torque ofthe engine so that the fuel efficiency is improved.

The vehicle may drive the engine at a proper timing by estimating theroad conditions based on the road condition information that ispre-stored, and the vehicle may variably control the engine at theoptimized RPM when driving the engine, thereby more increasing thetarget state of charge of the battery in the section in which the chargeefficiency is dominant.

In a state in which the vehicle drives in the route driving mode, whenit is estimated that the vehicle should slow down ahead, the vehicle mayinform of a user a point of time when the pressure of the acceleratorpedal is released, or information related to the climbing anddescending, in advance, on the display of the user interface.

Accordingly, it may be possible to improve the fuel efficiency byreducing the sudden braking performed by a user and by increasing thecoasting time. In addition, when the uphill road is estimated, thevehicle may charge the battery in advance to maximize the utilization ofthe motor.

When the arrival command is received (267), the vehicle may terminatethe route driving mode.

Determining that the arrival command is received may include determiningwhether the arrival button is selected and determining whether theignition is turned off.

As is apparent from the above description, it may be possible to learnconditions of the road, which is contained in the route, based on atleast one of the driving speed and the slope in the route, and thevehicle may selectively drive the motor and the engine according to theresult of the learning so that the improvement of the fuel efficiency ismaximized and the emissions are minimized.

Since the fuel efficiency is improved, it may be possible to improve thecommercial value of hybrid electric vehicles (HEV) and plug-in hybridelectric vehicles (PHEV) which are driven by the motor, and further itmay be possible to increase the user experience and secure thecompetitiveness.

It may be possible to convert the state of charge of battery into thelow state in the urban area in which the vehicle performs stop-godriving in heavy traffic, and thus it may be possible to improve thefuel efficiency by reducing the power consumption for charging thebattery.

Although some embodiments of the present disclosure have been shown anddescribed, it would be appreciated by those skilled in the art thatchanges may be made in these embodiments without departing from theprinciples and spirit of the disclosure, the scope of which is definedin the claims and their equivalents.

What is claimed is:
 1. A vehicle comprising: an engine for applying afirst driving force to a vehicle wheel; a speed detector for detecting adriving speed; a slope detector for detecting a slope of a road; aninput for receiving a departure command and an arrival command; a motorfor applying a second driving force to the vehicle; a battery forsupplying electrical energy to the motor; and a controller configuredto, when a route addition mode is selected, acquire and store roadcondition information of a route between a departure time and an arrivaltime based on a driving speed and a slope of the road, which is detectedfrom when the departure time at which the departure command is receiveduntil the arrival time at which the arrival command is received, and to,when a route driving mode is selected, control driving of the engine,driving of the motor and charging of the battery based on the storedroad condition information of the road, wherein the controller, when aroute learning mode is selected among the route driving mode, is furtherconfigure to: chronologically acquire the driving speed and the slopeand the road detected during driving, acquire a cumulative distance foreach period and an average speed for each period based on the drivingspeed which is chronologically acquired, determine whether the vehicledeviates from the route based on at least one of the acquired cumulativedistance or average speed for each period and a cumulative distance andaverage speed for each period corresponding to the stored road conditioninformation, and terminate the route learning mode when it is determinedthat the vehicle deviates from the route.
 2. The vehicle of claim 1,wherein when the route driving mode is selected, the controller checksthe number of times of route learning of the route, and when the checkednumber of times of route learning is equal to or less than apredetermined number of times, the controller performs the routelearning mode, and when the checked number of times of route learningexceeds the predetermined number of times, the controller performs theroute driving mode, wherein when the route learning mode is selected,the controller chronologically stores the driving speed and the slope ofthe road detected during driving.
 3. The vehicle of claim 1, whereinwhen the route addition mode is selected, the controller chronologicallystores the driving speed and the slope between the departure time andthe arrival time, acquires a speed level for each period based on thedriving speed which is chronologically stored, acquires a slope levelfor each period based on the slope which is chronologically stored,acquires and stores a driving load level for each period based on thespeed level for each period and the slope level for each period, andacquires and stores a cumulative distance for each period and an averagespeed for each period based on the driving speed which ischronologically stored.
 4. The vehicle of claim 3, wherein when theroute learning mode is selected, the controller acquires a driving loadlevel based on the driving speed and the slope of the road which ischronologically stored, and updates the stored driving load level, basedon the acquired driving load level.
 5. The vehicle of claim 4, whereinwhen the route learning mode is selected, during driving, the controllerupdates the cumulative distance and the average speed, which is storedin a storage, based on the acquired cumulative distance and averagespeed.
 6. The vehicle of claim 5, wherein when performing the routelearning mode, the controller determines whether the vehicle deviatesfrom the route based on the acquired cumulative distance for each periodand the stored cumulative distance for each period, and when it isdetermined that the vehicle deviates from the route, the controllerterminates the route learning mode.
 7. The vehicle of claim 1, whereinwhen performing the route learning mode, the controller determineswhether the vehicle deviates from the route based on the acquiredaverage speed for each period and the stored average speed for eachperiod, and when it is determined that the vehicle deviates from theroute, the controller terminates the route learning mode.
 8. The vehicleof claim 3, further comprising: a storage for storing a map matched witha feedback compensation factor in which a difference in a charge amountcorresponds to the driving load level, wherein the controller sets atarget state of charge based on the stored driving load level for eachperiod, acquires the difference in the charge amount by comparing theset target state of charge with a state of charge of the battery of thebattery manger, checks a feedback compensation factor corresponding tothe acquired difference in the charge amount and the stored driving loadlevel for each period, from the storage, and compensates drivinginformation of the engine based on the checked feedback compensationfactor.
 9. The vehicle of claim 1, wherein the controller when it isdetermined that the vehicle deviates from the route, terminates theroute driving mode and performs a general driving mode.
 10. The vehicleof claim 1, further comprising a display for displaying guideinformation about adding a route when the route addition mode isselected.